Valve mechanism for internal-combustion engines.



.No- 851,998. PATENTED APR. 30. 1907.

c. SINTZ. VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

ARPLIOATIOH FILED MAR. 21. 1905.

4 SHEETS-SHEET 1.

INO.,851,998. PATENTED APR. 30, 1907..

O. SINTZ.

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLIOATION FILED MAILZI. 1905.

' 4 SHEETS-SHEET 2.

1.90 116 0 y flljl y 171 70 f if 139 6 1 110 s, l u 1 1 WITNESSES. v

INVENTOR: CLAF/fSl/VTZ,

192 jf7 4rta 4 PATENTED APR. 80, 1907.

C. SINTZ.

VALVE MECHANISM-FOR INTERNAL COMBUSTION ENGINES.

APPLIUATION FILED MAR. 21. 1905.

4 SHEETS-SHEET 3.

W? 1 a... NM QQLN QNLA PATENTED APR.'30, 1997.

C. SINTZ.

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES. 9

APPLICATION FILED MAR.21.1905.

4 SHEETS-SHEET '4.

9 XJ 7 6 1 3 f I INVENTOR:

CL/i/P/fS/NTZ, a!

WiTNESSES:

a; tim

UNITED S ATES PATENT OFFICE-V.

CLARK SINTZ, OF PHILADELPHIA, PENNSYLVANIA, Ass IGNoR TO PENN- SYLVANIAIRON -WORKS COMPANY, OF PHILADELPHIA; PENNSYLVANIA, .AnGORPORATION OF-PENNSYLVANIA. H

'VALirE 'MEcHAmsMj oR I TERNAL-GQMBU TH N ENGINES.

. Specification of Letters Patent. I f

TPatented April 30,1907.

Applloatidnfiled March 21,1905. swarm. 251,342. I

; Tolztlfiwhom it may concern.- I

. Be it. known that I, CLARK- 3mm, of the city of Philadelphia, in the State of Pennsyl- 'vania, have invented certain new anduseful I jgilmprovementsin Valve Mechanismfor 1nternal-Combustion Engines, whereof the folf {lowing is a specification, reference being had to .theaocompanying drawings. r M improvements may be advantageously. "to oyed .ininternal combustion en ineswhich are self starting and reversible in L irection of rotation. g As'hereinafter described my invention pro.- vides valve operating mechanism comprising a'handle'arranged to shift valve operating ,levers mto engagement with different cams. -{carried by a rotary cam shaft, to operate the inlet and exhaust valves in proper sequence Ifo'rthe' different operations of the engine.

For;.-.instance; in starting. the engine, said j-vaglve levers maybe shifted toengage cams for "admitting and exhausting compressed. air, and, after starting, said levers may be H shifted-t9 engage other cams for admitting be mixed'with the charge of combustibeg: I g v 11 order to distinguish the air whichis used 86 as a motive fluid and the air which forms part of the combustible charge, I shall 3o hereinafter term the latter fuel air.

Said mechanism is also so arranged that when the valve operating lever is shifted to start the engine in either direction the sparktimer in the ig'niter circuit will be automaticallyshifted to proper position to effect ignition at a period the rotation ofthe crank shaft in which the consequent explosion will rotate said shaft in the desired direction.

The internal combustion engine herein after described is-provided with a cam shaft having a plurality of valve operating cams, pivoted levers arranged to be shifted axially with respect to said cam shaft, to engage any selected cams on said shaft, or to be shifted out of engagiment with said came; a handle arranged .to shift said pivoted levers;'a ark timer arranged to be partia ly rotated b the extreme movement of said handle, and, a hand lever (onnected to said spark-timer, whereby it may be independently shifted to vary the time of ignition with respect to the -movement of the crank shaft.

. ,fh Iyinvention con prisesthe various .novei l features of construction and-arrangement hereinafter more definitely specified, 1

In the accompanying drawings, Figure I, is a front elevationof an internal combustion engine conveniently embodying my invention. Fig. II, isan: elevation'of the right hand end of said engine, as shown in Fig. I. Fig. III, isa fragmentary front elevation of the valve mechanism; Fig. IV, is a frag- .mentary sectional view, taken on the line IV,

IV, in Figs. I, and III. Fig. V, isf'a central vertical: sectional viewtaken through one of the engine cylinders, on the lineV, V, in Fig. II. Fig. VI, is a plan view of the shiftin device for said valve mechanism.- Fig. VI is avertical sectional view of said shifting de-' vice, taken on the line VII, VII, n Fig. VI.

Figs. VIII, to XVI, inclusive, are transverse sectional views 'of the cam shaft and the sleeves carried thereby, taken on the respective lines VIII, to.XVI, inclusive in Fig. III I Fig. XVII, is a diagram oftheelectric igniter circuit.

In said figures,the bedplate 1,, is conveniently mounted on the beams 2, and provided With-pairs of columns 4, 5, 6, and 7, which support the cylinders 8, 9, and 10,

having the water jackets 11 surmounted by I the Water jacketed valve casings 12. u I

The crank shaft 13, having the cranks 14,

is conveniently journaled in the frame 1,

and provided at one end with the fly wheel 15, and at the other end. with the eccentric 18, having the strap 19, operatively connected by the rod 20, tothe air pump '21, which latter is arranged to deliver com pressed air within the air reservoir 22, through the pipe 23. Said pipe 23, is also connected to the air inlet valves 25, arranged to admit compressed air to their respectivecylinders 8, 9, and 10, to start and run the engine prior to the admission of the combustible charge, and said pipe23, is con veniently controlled by the throttle valve "30. However, the combustible employed during normal operation of the engine may be liquid hydro-carbon, delivered by the pipe' 32, tothe vaporizer pumps 33, 34, and 35, which are supported by the brackets 38, and respectivel' connected to the cylinders 8, 9, and 10, through the valves 36, by the pipes 37.. f f

= As best showminFig V each oft-he valve tending exterior'to their casings 12, through 1 dice-ted at 76, in Fig. III. The sleeve 66, is provided'with the fuelair' inlet came 78,:

from the similar cams of the sleeves 65, and 67.

latter is arranged to be Controlled by an air valve 48, and opens into the'exhaust pipe 49.1

the collars-97, secured thereto on either side casings 12, comprises an air chamber 40, and an exhaust chamber 41-. Each chamber 40,- is supplied jwithair, for combustiong by a pipe 43, and connected with its respective cylinder through an air inlet port 44, which inlet valve 45. Each exhaust chamber 4]., is in communication with its respective cylinder through an exhaust ort 47, which is arranged to be controlled by an' exhaust The valves. 45, and 48, are respectively provided withvalve stems 50, an 51, ex-

the flanged bushings. 52, and. having adjust able nuts 53,.between-which latter and the flanges of saidbushing'52, conical coiled springs 55,. are held un er compression, and are arranged to normally retainthe valves 45 v e and 48', on their respective seats 56, and 57.,

The valves 25, 4'5, and 48, are arrange'd'to be'controlledby the-cam shaft 60, which'is driven bythe crank shaft 13,,throu'gh the train'of gears 61', 62, and 63, at a speed of one half that ofsaid'shaft 13/ The camrsleeves 65, 66', and'67, arekeyed on said shaft 60, adjacent to the respective cylinde'rs8, 9, and 10, and the sleeves 65, and 67, are each provided with, respective counterpart .fuel' air'inlet cams 70, compressed' air inlet earns 72, and.v exhaust cains: 74, and which latter are notched asinthe compressed air inlet cams 79; and; the exhaust cams 80, and 81, which differ slightly 7 The cam sleeves 65, 66, and 67, are ar ranged to'he traversed by respective sets of' rollers 90, 91,ja nd 92, journaled in individual bifurcated shifting levers 93, which comprise horizontal webs 94, and hubs 95, and which are mounted to oscillate on" their longitudinally movable shifting shaft 96, and are com-1 pelled to move axially with .said shaft v96, by

of each set' of the shiftinglevers. I

The shaft 96, is mounted for axial 'rnove ment in the bearings 100, carried by the colnmns'4, 5, 6, and 7 and is arranged to simul taneously shift all of thelev'e'rs 93, and theirrespective rollers 90, 91, and 92, in an axial direction with respect to'the cam shaft 60, so as to present said rollers in alinement with any selected-cams on the cam sleeves'to operate theirres'pective valves, Said shifting leve'rs 93 are uplifted by the rotation of the umps-33; 34, ,and' 35 said aforesaid cams on the cam sleeves beneath the"roller's90, --91, and'92, and impart their motionto' the levers 103, 104, and 105, which are provided with rollers 106, which\ rest upon the webs 94, of'the levers 93. Said le'vers,103, 104, and 105, compise hubs 107,

mounted to os'cillateon stationary shaft 108, supported by the brackets ice-p the senses Columns 4, 5, 6, and -7, as shown in Fig. III."- Said levers 103, 104, and 105, are adwstallein screw threaded engagement with the r e-v-' spectivevalve rods 110, 111, and 112. Sand.

rods 110, and 112, are connected to the re- 7o spective levers 114, and 115, which are fill crumedin the brackets 116, supported the valve casings 12, andsaid levers are 1 13 spectively provided with the adjustable set screws117, and 118,secured--bythe locked 7 5 nuts 119,and 120, and-arranged toengage the respective valve stems 5,0, and,51,to alternately openthe air inlet port44, the f exhaust 'port 47, to admit air into the combiistion chambers 121, (which are at the top 8 of the cylinders, as indicated in Fig. V,) and to exhaust said cylinders. The cam shaft 60', is also provided withcams 125, 126,-and

127,-:arranged to deliver hydrocarbon gas intothe cylinders, by depressin'gthe rollers 12,8," and fplungers 129, 30f Ythei vaporizer e plungers being normally upliftedby the coiled springs-130."; The rate of delivery ofsaid gas to the engine, cylinders may} be variedor'terminated by 9.0

v withdrawing said plungers from the paths of rotation ofsaid' cams, such control being effected byshifting-the hand lever 132, on the vertical ,rod 13-3, which is's'upported in the 'b'm kets134, v 'S'aid rod is provided with the 5 lever 135,.inlengagement with/the slide rod 137, .which'is arranged. to slide horizontally,

in. the'gui'desl 36, on the'hrackets 38, and 'pre- 1 sent-.it'swedge' cams 138, against thecam to-saidva orizer plv-ngers 129.

It isto' eunders'tood that the speed of the crume'd on the brackets 38, and connected engineis variedin correspondence with! the aforesaid variation in the supply of the gas, by movement of said hand shifts the wedge cams 138, to rock the levers 140, and therebydepressthe plrngers 129,

so that the srccessive revolutions of the,

cams 125, 1,26 and'127, will not r'eciprocate 1 Io the plungers '129, to-ftheir maxi-mum'extent.

By limiting the throw'of the plunger .12 9 ,"it

may he readilyseenfthat.-the supplyofj'hy;

d Pu dhere yial sii w ir 1 he lever shifting-"shafti196,,ispro with thefcollars 145, arranged to. form groove ,146, and said shaft man ged to be shiftedby the operating handle, -l 5 O,; -whicha, is secured to the upper end of ltheji vertical i'zfc' g shaft 151. -The lower shaft is prpvided with a pair of le'vers 3 aving op posed lugs 154,'extending into, d groove 146.. Said-shaft 151, is'rotatably iipported" inthe sleeve 1'55, which is secured to theair 1'25 pump 21,-bythe'bra'ckets 157. Said'sleeve supportv;thel'quadrant 160, having the notches; ,1. opera I to 1167, -'inclu's ive, beneath the gh 111 150, which is provided with fulcru'med at 171,1and arranged 15o rla;

l39',,"onthe 'levers140, which latter are 100' lever"' 132, which to engage said notches1161, to 167,- which correspond to the different positions of the lever shiftin shaft 96. The cam s aft 60, is

the wires 180, extending from the spark plugs 185. As best shown in Fig. XVII, the circuit includes the s ark coil 182, thebattery 183,, and the switc 184. Said spark-timer 178, L is normally stationary while the engine is run a ning, but may be partially rotated to change the time of ignition with'respect to the rotation of the crank shaft, by movement of the link 187, which connects with the lever 188, having the handle 189. Said lever 188, is pivoted to the frame 190, which is secured to the quadrant 160, and includes the quadrant 191, and said lever is arranged to be frictionally engaged in adjusted (position, by the clamping piece 192, held an adjusted by the bolt 193, and its nut 194, as best shown in FigtVI.

When the engine is operating by internal combustion, it is necessary to advance the a time of ignition with'respect to the rotation reaches its upper dead center, and if the endirection.

gine be stopped while the spark-timer is so set, and any attempt be made to again start it, it would tend to rotate in the reverse To i'event such reversal, the spark-timer shifting lever 188, is provided with a bufi'er lever 195, and is connected by the link 196, to the buffer lever 197, also pivoted on the frame 190. Said buffer levers are arranged to be engaged by the lug 198, depending from the operating handle 150, so that the movement of said handle to either of its extreme positions to start the engine effects the adjustment of the spark-timer 178, to such position that the spark will occur after the crank has passed its upper dead center.

It may be here noted, that when the engine is operated by internal combustion it is of the four-cycle type, and that the crank shaft 13, makes two revolutions for each revolution of the cam shaft 60. Therefore, it is necessary to provide said cam shaft 60, with diametrically opposite counterpart cams to engage the valves of the engine which are employed to initially operate it by compressed air, for the engine then operates as a twocycle engine, each piston beinggiven an impulse at each out stroke.

rovided with tl e con' tact arm 175, arrange to strike the contact points 176, of the spark-timer 17 8, having the binding posts 179, to which are attached The cylinders and valve casings above described are arranged to be cooled by water circulated therethrough by the pump 200, comprising the pump. piston rod 201, connected to the lever 202, which is fulcrumed at 204, and connected to the rod20, by the link 205, arranged to force water through the inlet pipe 207, into the water jacket 11, throughthe short nipple 208, into the water jacket 16, and out through the outlet pipe 210.

, -As shown in the drawings, the'engine is in its idle position, and by the shifting of the handle 150, to the left or right (with reference to Fig. 1,) the valve operating levers 93, are set in a position to start to rotate the engine respectively forward or backward. if it is desired to start the engine in the forward direction, the handle 150, is shifted to its extreme left hand position (with reference to Fig. 1) until its pawl 170, engages the notch 164, in the quadrant 160, in which position v the lug l98, will engage and rock the buffer lever 197', and lever 188, to set the sparktimer 17 8, in such relation to the cranks 14, as to rotate the engine in a forward direction, by internal combustion, after its initial operation by compressed air.

The rollers 91, which are arrangedto operate the compressed air inlet valves 25, of the cylinders 8, and 10, are then in alinement with the forward compressed air inlet cams 72, of the sleeves 65, and 67, and the roller 91, which is arranged to operate the compressed air inlet valve 25, of ,the cylinder 9, is then in alinement with the forward compressed air inlet cams 79, of thelsleeve 66; while the rollers 92, which are arranged to operate the exhaust valves 48, of the cylinders 8, and 10, are in alinement with the forward exhaust cams 74, and 75, of the sleeves 65, and 67, and, the roller 92, which is arranged to operate the exhaust valve 48, of the cylinder 9, is in alinement with the ex haust cams 80, and 81, of the sleeve 66. The throttle valve 30, is then opened to the three cylinders 8, 9, and 10, which operate by compressed air admitted successively to said cyl- 'inders' by the opening of their respective valves 25.

After: the engine has been started, the operating handle 150, is shifted to the right (with reference to Fig. 1,) until its pawl 170, engages the notch 168, which shifts the rollers 91, of the end cylinders 8, and 1.0, out of alinement with the compressed air inlet cams 7 2, and presents the rollers 90, (which are arranged to operate the air inlet valves 45, for combustion) in alinement with the for ward air inlet cams 70, of the sleeves 65, and 67. The rollers 92, which are arranged to opcrate the exhaust valves 48. being shifted to such a position as to be engaged by the exhaust cams 74, and 75. in registry with the notches 76' are arran ed to exhaust said 0 *1- g 1o 76', on the sleeves 65, and 67; so that the cen-' 6o air to said intermediate cylinder and supply inders S, and it), later, when operated by in- I ternal combustion, thamwhen operated by compressed aii The vaporizer pumps are then adjusted to deliver the gas at.the desired rate, by shifting 'the le'ver 132, and rod 137, to the corresponding extent. 'The compressed air inlet cams 79, are gergand the air inlet cams 78, shorter, on isleevef66, than the similar cams 72, and

tral cylinder 9, continues to operate as a compressed air engine until the end cylinders'8, and 10, have been completely cleared of air, and are in condition to maintain the proper I 5 speed. The handle 150, is then shifted until its pawl 170, engages the notch 162, which shifts the rollers 90, 91, and 92, into alinement with the air inlet and exhaust cams to operate all of the cylinders by internal combustion and the throttle valve 30, is then closed, The time of ignition may then be advanced to increase the speed as desired, by shifting the lever 188, to adjust the sparktimer 178.

When it is desired to stop the engine the switch 184, is shifted as shown in dotted lines in Fi XVII, to break the circuit, and. thehand e 150, being then shifted to its central position, as shown in the drawings, the pawl 170, will engage the notch 161, and the rollers 90, 91, and 92, will be disposed on the cam sleeves 65, 66, and 67, in such relation as to be incapable of operating'in proper sequence to rotatethe engine.

3 5 If it is desired to operate the engine in a reverse directibn, the handle 150, is shifted to the right (with reference to Fig. I), until its pawl 170, engages the notch 167, and is then 1 shifted'successively to the notches 166, and 4c 165, when the engine will be in posiiionfor running backward at full speed, by internal combustion. Y 7

I do not desire to limit myself to the precise details of construction and arrangement 4 5 herein set forth, as it is obvious that Various modifications may be made therein without departing from the essential features of my invention.

I claim I 1. In an internal combustion engine, the combination with a, series of three cylinders; v bf starting mechanism comprising'means to first direct'a' supply of compressed air per se to each of said cylinders; then shut off the sup- 5 5 ;pl v of compressed air from the opposite end cylinders and admit a combustion charge into said end cylinders, while admitting compressed air per se to the intermediate cylin: I der; then shut off the supply of compressed all of the cylinders with a combustion charge, substantially "as set forth.

2. In an internal combustion engine, the combination with a series pf cylinders; of

6 5 starting mechanism comprising me anstofirst direct a supply of compressed air perse to each of said cylinders, at alternate strokes of their pistons; means to contemporaneously terminate the supply of compressed air to selected cylinders in the series and to admit. a combustion charge to said selected cylinders at each fourth stroke of said pistons, and means to terminate the supply of compressed air and to admit a combustion charge to all of said cylinders at each fourth stroke of 7 5 their istons, substantially as set forth.

3. In an internal combustion engine, com{ prising a cylinder provided with inletand exhaust valves; the combination with a rotary. cam shaft having a plurality of cams; of a slide rod in parallel relation to said cam shaft; a series of valve operating levers pivoted to independently oscillate on said rod, and"ar-- ranged to be contemporaneously shifted axially therewith; a roller carried by each of said levers arranged to engage selected cams on said shaft; a stationary shaft; levers pivoted on said stationary shaft and provided with rollers arranged to engage said valve shifting levers; centrally pivoted levers, adjacent to said valves, valve rods adjustably connected to the levers on the stationary shaft and pivot'ally connected to said centrally pivoted levers,- which latter arearranged to actuate their respective valves in accordance with the movement of said cams and the rollers cooplerat'ing therewith, substantially as set ort v 4. In an internal combustion engine, comprising a cylinder provided with inlet and ex 1 o haust valves, the combination with a rotary cam shaft having a plurality of cams; of a slide rod in parallel relation to said cam shaft;'a series of valve operating levers pivoted to independently'oscillate on said rod; and arranged to be contemporaneously shifted axially therewith; a stationary shaft; levers'pivoted on said stationary shaft and provided with rollers arranged to engage said valve operating levers; connections between said pivoted levers and said valves; a vertical shaft connected to shift said rod axially; a. handle for said verticalshaftj and means cooperative With said handle whereby'the successive positions'of said rod are determined, substantially as set forth. 1

5. In an internal combustion engine, com prising a cylinder provided with inlet and exhaust valves; the combination with arotary cam shaft having a plurality of cams; of a slide rod in parallel relation to said cam shaft; a series of valve operating levers pivoted to independently oscillate on'said rod and arranged to be contemporaneously shifted therewith; a stationary shaft; levers pivoted.on said stationary. shaft and provided with,rollers arranged to engage said valve operating levers; connections between said pivoted levers and said valves a vertical shaft connected to shift said rod axially; a

handle-for said vertical shaft; a pawl on said handle; and a quadrant having notches therein arranged to be en aged by said pawl, whereby the extent of the successive axial movements of said rod is determined, substantially as set forth.

6. In an internal combusion en ine, comprising a cylinder provided with inlet and exaust valves; the combination with a rotary cam shaft having a plurality of cams; of a slide rod in parallel ,relation to said cam shaft; a series of valve operating levers pivoted to independently oscillate on said rod,

and arranged to be contemporaneously shifted axially therewith; a vertical shaft connected to shift said rod axially; a handle for said vertical shaft; a spark-timer mounted on the cam shaft, a contact arm carried by said shaft in operative relation to said spark'.

spark-timer; means carried by said handle arranged to engage in its extreme position one or the other of said buffer levers to set said spark-timer in accordance with the forward or reverse direction in which the engine is to beoperated, substantially as set forth.

In testimony whereof, I have hereunto signed my name, at Philadelphia, Pennsyl- Vania, this 14th day of March, 1905.

CLARK SINTZ.

\Vitnesses:

E. W. HAWLEY, PERCY L. Fox.

- link connecting one of said levers and said 

